Ship Flue Gas Scrubbing Equipment And Method

Abstract

This invention involves a marine ship flue gas scrubbing equipment and scrubbing method. The equipment includes a shell with an upper scrubbing section and a water tank in the lower section. A smoke pipe leads in exhaust gas to an area between the scrubbing section and water tank. Scrubbing seawater is injected through an inlet above the scrubbing section, and a cooler is located along the pathway of the exhaust gas. The method of scrubbing includes leading-in exhaust gas, cooling the exhaust gas, injecting scrubbing seawater, performing scrubbing operation, and discharging clean gas. Embodiments of the invention provide a highly efficient scrubbing equipment and method suitable for high-temperature exhaust gas within a limited usable space. The methods and equipment are highly effective for emission reduction, has low energy consumption, small size, and long life performance.

Description

FIELD OF THE INVENTION[0001]This invention involves a marine ship flue gas scrubbing equipment and scrubbing method. It employs seawater to scrub and reduce sulfur dioxide and other pollutants discharged by marine ships. It belongs to the field of environmental protection, and more specifically, to the field of ships' exhaust pollutant prevention and control.DESCRIPTION OF RELATED ART[0002]In the past 20 years, international legislation about air pollutant reduction, mainly the sulfur dioxide pollutant reduction, is getting stricter and more mature. In recent years the restriction target ranges from land-based facilities to marine ships.[0003]After the sulfur dioxide reduction issue was brought out world widely, the trend that value the seawater flue gas desulphurization (FGD) technology appeared soon. In 2007, a scholarly research publication from the Alliance for Global Sustainability (involving four universities: Massachusetts Institute of Technology, University of Tokyo, Chalmer...

AI Technical Summary

Benefits of technology

[0021]Embodiments of the present invention also intend to overcome the shortcomings of existing ship flue gas scrubbing method. The present application provides a ship flue gas scrubbing method which first cools the high temperature exhaust gas and then passes the gas through fillings to scrub. It separates the cooling and scrubbing into two steps to achieve better results.

[0022]The common object of the ship flue gas scrubbing equipment and method in this invention is: high pollutant reduction efficiency, low running cost, long performance life, to realize the technical and economic goal that the total cost of ship FGD facility is significantly lower than the total cost of using low-sulfur fuel for substitute.

[0029]Said scrubbing section within the shell includes fillings held by a supporting frame. The fillings supporting frame is directly fixed on the wall of the shell or fixed by built-in fittings. The fillings in the said scrubbing section is a polymer material that is selected from polypropylene, polyethylene, or ABS engineering plastics. Said scrubbing section may have a fixed a water distributor which distributes the scrubbing seawater evenly to the downside; the said water distributor comprising a set of water pipes or / and a set of sinks. The upward side of the said water distributor may have a defogger installed to eliminate fog drops in exhaust gas.

[0036]To increase the efficiency of the scrubbing method, the gas and scrubbing seawater are allowed to contact and mix sufficiently at the gas-liquid contact surface that is formed in fillings of the scrubbing section. This ensures a thorough scrubbing and removal of the SO2 from the exhaust gas.

Problems solved by technology

Currently available technologies have certain unsolved problems on economic and efficiency, some of which are discussed below.

Firstly, the technology uses a hollow fiber contactor as scrubber. This hollow fiber contactor only tolerates tens of centigrade. It can not be used for high-temperature gas, especially for the ship engine exhaust with temperature as high as 200-490° C.

Secondly, pressure drop and resistance are very high when the hollow fiber contactor is used for scrubbing. Operation cost and energy expenditure would be quite high if additional booster fan is installed.

The higher the temperature, the worse is the scrubbing effect.

Firstly, it is difficult to overcome the conflict between scrubbing effect and operational cost.

The bubbling scrubbing technology is minimally efficient in gas-liquid transfer.

However, the mentioned is limited by available space on the ship for exhaust gas scrubbing, and it employs a single large bubbling hood.

This causes a low transfer efficiency.

Pressure loss of the bubbling scrubbing operation method is the energy loss by the exhaust to overcome the liquid pressure.

The scrubbing performs better as the pressure loss increases, but the running cost also rises.

This indicates the conflict of scrubbing effect and running cost that is hard to solve.

With such a shallow immerse, the overall gas-liquid contact surface is still extremely limited even if the ‘mixed vanes’ is added to form turbulence in the exhaust gases, forming highly dispersed tiny bubbles.

As a result, the scrubbing and absorbing efficiency is very low.

In order to reach better scrubbing performance, the exhaust immerse depth and pressure loss must increase, hence the energy consumption and running cost would rise accordingly.

This is clearly not an ideal result.

Secondly, it is difficult to overcome the conflict between high temperature gas cooling and low temperature sulfur dioxide absorbing.

This causes the sulfur dioxide absorbing to be inefficient.

However, it also means greater energy consumption and running cost rises significantly.

This process seems unable to accomplish both functions at one time.

Thirdly, it is difficult to overcome the conflict between decreasing running cost by employing anticorrosive elements and increasing manufacturing cost.

Because the working condition of the heat exchanger is high-temperature, high-humidity, and strongly corrosive environment, it needs large quantity of corrosion resistant alloy materials, and this would certainly cost much at manufacture, and the total cost of this equipment must rise accordingly.

The disadvantage seems to outweigh the gain in this result.

Fourthly, it is difficult to overcome the conflict between corrosion prevention and intensified corrosion for the gas re-heating.

It not only is unable to increase the reheated exhaust temperature higher than the acid dew point by 30° C., but also may make the temperature significantly lower than the dew point.

The problem is that in the range of the dew point, the corrosivity gets stronger when the exhaust temperature is higher.

The purpose of this technology is to prevent the corrosion, but the re-heating method for exhaust gas may only aggravate the corrosion.

The result seems against the inventive purpose.

Clearly, to solve the problem of ship engine high temperature (200-400° C.) exhaust treatment, the existing technologies have employed methods and equipment which are of low efficiency and are costly.

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